Braking system.



K. A. SIMMON.

BRAKING SYSTEM..

APPLICATION FILED JULY I3, 1914.

Patented Aug. 14, 1917.

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BRAKING SYSTEM. APPLICATION men JULY 13. 1914.

1,236,779. Patented Alig. 14, 1917.

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ATTORNEY UNITED STATES PATENT OFFICE.

KARL A. SIMMON, 0F EDGEWOOD PARK, PENNSYLVANIA, ASSIGNOR TO WESTINGHOUSEELECTRIC AND MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

BRAKING SYSTEM.

Application filed July 13, 1914. Serial No. 850,75}.

ence to auxiliary or emergency means for dynamicallyhraking an electricrailway vehide or the like.

The obyect of my invention is to provlde means for setting up dynamicbraking, in

certain classes of control systems, in an emergency, such as failure ofthe supply circuit voltage or inadequacy of the hand brakes, whereby thevehicle may be brought to rest or held at a safe speed when descending agrade.

Heretofore, it has been a more or less customary practice, in systems ofmotor confield windings and corresponding armatures and causing localcurrents to circulate around the closed circuits formed by therespective pairs oi motors. In many systems which employ the auxiliarycontrol circuit referred to, it has not been possible to accomplish suchbra-king unless the master reverser was thrown to its reverse position,and the master controller was momentarily moved to its first notch toelectrically actuate the main reverser. However, in case the supplyvoltage failed, it has been impossible to so operate the main reverser,and it is to provide a braking system'to meet such an.

emergency that the invention disclosed in a co-pending application ofClarence Renshaw, Serial No. 854,093, filed July 30, 1914,

and assigned to the Westinghouse Electric & Manufacturing Company,isdesigned. In case the motors are not connected in permanent parallelrelation, it will be understood that dynamic'braking will not be set upunless a local circuit including the motors is formed.

According to my present invention, I provide auxiliarypower-controlling, preferably fluid-pressure controlling means,operative from the respective ends, of the vehicle, to actuate the mainreverser independent of the regular control system, and to automaticallyand simultaneously cause the disconnection of the motors from the supplycircuit and the connection of a local brakln include the motors. Myinventlon is most conveniently carried out in systems that employ thewell-known switch group, wherein electrically-governed, fluid-pressurecontrolling valves are alined within a suitable incasing member. In thiscase, a single auxiliary fluid-pressure operated member for actuating asuitable mechanical device to inaugurate emergency braking, is all theapparatus required, in addition to that already mentioned.

In the accompanying drawings, Figure l is a diagrammatic view of anauxiliary braking apparatus constructed in accordance with my invention;Fig. 2 is a diagrammatic view, partially in section and partially inelevation, of a portion of the apparatus shown in Fig. 1; Fig. 3 is asectional detail view of another portion of the'apparatus illustrated inFig. 1; Fig. 4 is a diagrammatic view of the main circuits of a systemof control that is adapted to employ my invention; and Fig. 5 is adiagrammatic view of the auxiliary control circuits for manipulating thevarious motor-controlling switches shown in Fig. 4 in accordance withthe sequence chart of Fig. 6, which is of wellknown form.

Referring to Fig. 1 of the drawing, the apparatus here shown comprises asuitable source of energy, such as a storage battery B, for supplyingthe auxiliary control system illustrated in Fig. 5; a plurality of con-Speoiflcation of Letters Patent. Patentd Aug. 14:, 1917. v

circuit to trol switches CS1 and CS2 for the auxiliary in proximity tothe corresponding control switch, for supplying fluid-pressure to theoperating cylinder of the reversing switch RS under emergencyconditions; a switch group SG of a well-known type, embodying aplurality of electrically-governed switches Simultaneously, fluidpressure is a which I being d1 osed'longitudinallyof the switch oup Sfor a pur ose hereinafter specied, and being provi ed, at pointsOPFOBitO certain switches, with a plurality o rojecting members or cam.surfaces 5. e

various electrically-governed valves embodied in the switch group areseverally provided with a projecting member or pin whichflvhen enga ed"b "a member 5, 1s adapted-to -o erate t e v ve to admit fluid pressureto t e corresponding cylinder 7, of

any w'll-known construction, for closing the magnet valves em odied inof the reversing switch R the associated coiiperatin main-circuitcontact member 8. A suitab e :firing 9 is preferably provided for norm ybiasing the piston 1 and the cam members 5 out of engagement with therejecting ms 6 of e switch up., Inasmuch as the-switch group SG is of anold and well-known t e, nqfurther general descri tion thereof be g ven.

The operation of the apparatus .ust described, without regard to theectncal changes efiected thereby, may be set forth as follows: When itis desired to dynamically brake the vehicle in case of the-emergencyabove referred to, the auxiliary valve AVI or AV2, as the case may be,dependent upon the direction of travel of the. vehicle, is operated toadmit fluid pressure from the tank T through a suitably disposed checkvalve CV and apipe A1 or a pipe A2, to the corresponding end of the 0rating cylinder The reverser is thus actuated to its reverse position.

to Pipe Al or pipe A 2, and a suitable vs. vs CV to the fluid-pressure 0rated device AG, to thereuponactuate e piston 1 and the associated cammembers 5 to engage the projecting 6. of certain of theme net. valves 0e switch group, thereby a mitting fluid ressure to the correspond ngcylinder-s an closing "the co ndmg switches-to form a'local b c1r cu1tto I include the-electric motors, as eremafter .described. The normaloperation of the case maybe, the

main'circuitireverser BS is eflected by adressure to the ve endscylinder from the p pe N,

of the opera magnet upon the-electric actuation of the valve NV1 or themagnet valve NV2, as the operationof the device AG the interposition ofthe being prevented b ves CV. Concurrently various check v armatures A1and A2 an dmitted .necting the master eontro with the operation of theapparatus just described, fluid ressure is admitted directly from the aary valve employed to a cylinder 10 to operate a therein-disposed piston11 for effecting the separation of the coiiperat' movable and stationarycontact members 2 and 13, resgectively, of the switch GSl or the switchS2.

Reference may now be had to Fig. 3 of the drawings in which is shown anelectrically governed ma et valve of the type pre erably employ for thevarious motorcontrolling switches and for electrically governin thereversing switch BS. The construction illustrated comprises a suitableenergizing coil that is adapted to actuate a centrally-dis osed core 21,to the lower end of whic is secured a suitable valve member 22. Thevalve member is disposed by. a spring 23 to close a passage 24 whichcommunicates with the tanks or reservoirs T. An exhaust chamber 25 isnormally in communication with a second passage 26, whichleads to theoperating cylinder of the corresponding switch. Eaclfprojecting pin 6 issuitably secured to the upr end of the corresponding core '21, and

is movable therewith. When the coil 20 is circuit conductor markedGround; a plurality of motors respectively Erovided with eld windings F1and F2; a lurality of motor-contro switches LS, 1," M2, JR,' J and G anincluding resistor short-circuiting switches R1, R2, RBI and BB2; andcertain electrical contact members of I the reversing switch RS, whichis adapted to simulta- I neously reverse electric relations of the fieldwindin FI'and F2 with respect to the corn ing armatures. The motors areprefera 1y mounted in any suitable manner, upon a railway vehicle of anydesired type which, for purposes of simphcity and convenience, is notspecifically shown.

In Fig. 5, the auxiliary control circuits shown comprise the battery B,a plurality .of control switches CS1 and CS2 already.

referred to in connection with 'Fi 1i a multi-position master controllerM an master re'verser MR preferably associated with each control switch,the actuating coils of the several switches illustrated in Fig. 4 and ofthe reversing switch RS and a plurahty of train lineconductog TL llewith the actuafiing magnet coils that are disposed. upon for conthereof,the sequence. chart of Fig. 6 being" considered to sufiiciently clearlyset forth the operation of the system, in so far as acceleration andnormal operation are con cerned. 'However, in case it is desired todynamically brake the vehicle, the auxiliary valve AVI or the valve AV2,as the case may be, is manipulated to effect the operation of thereversing switch RS, the switch group SG and the control switch CS1 orthe switch CS2, as described in connection with Fig. '1. The electricalrelations of the field windings with respect to the correspondingarmatures are thus reversed, for a well-known purpose, and the motorsare disconnected from the'supply circuit, since all of the switches openwhen their actuating coils are deenergized by the opening of the controlswitch. Were it not for the emergency actuation of certain switches inthe'switch group SG, it will be appreciated that no dynamic brakingwould occur, inasmuch as the motors are completely opencircuited.However, by the actuation of the switches Ml, R1, BB1, M2 and G, asindicated in Fig. 1 by the positions of the respective cam members 5 andas also indicated in the sequence chart of Fig. 6 under the positionmarked E, it will be observed that a local circuit, including the twomotor armatures with their respective field windings and all of theaccelerating resistors, is formed. 'Dvnamic braking is thus immediatelyset up ,upon the actuation of the anailiary valve AVl or the valve AV2,and the vehicle may be readily brought to rest or maintained at a safespeed when. descendin a grade.

It will be understood that the resistors included in the local brakingcircuit is not limited to the particular number illustrated, but mayinclude a smaller or larger number, dependent upon the relative rate ofretarda= tion that is desired. I

I do not wish to be restricted to the specific arrangement of parts orstructural details herein set forth, as many variations thereof may bemade Within the spirit and scope of my invention. I, therefore, desirethat only such limitations shall be imposed as are indicated in theappended claims.

it claim as my invention: 1. In a system of control, the combina .tionwith a plurality of motors having armature and field windings, a setorswitches and a plurality of motor-control circuits, of means forsubstantlally simultaneously breaking the control circuits, reversingthe.

electrical relations of the various field armature windings andoperating ipredetermined switches of said set for e ecting a closedcircuit through the motors to set up dynamic braking.

2. In a system of control, the combination with a plurality of electricmotors severally provided with field windings and armatures, andfluid-pressure operated means for re versing the electrical relations ofthe field winding and armature of each motor, of auxiliaryfluid-pressure controlling means for eflecting said reversing, underpredetermined conditions, and other auxiliary power-operated means foreiiecting the connection of one or more of said motors in a closedcircuit to thereupon set up dynamic braking.

3. In a system of control, the combination with a railway vehicleadapted to be driven by a plurality of electric motors severallyprovided with field windings and armatures, and power-operated means forreversing the electrical relations of the field winding and the armatureof each motor, of auxiliary power-controlling means operative from aplurality of points in the vehicle for effecting said reversing, underpredetermined conditions, and other axiliary means for efiecting aclosed circuit through the motors to thereupon set up dynamic braking.

4. In a system of control, the combination with a railway vehicleadapted to be driven by a plurality of electric motors severallyprovided with field windings and armatures, and fluid-pressure operatedmeans for reversing the electrical relations or" the field winding andarmature of each motor, of auxiliary fluid-pressure controlling meansoperative from the respective ends of the vehicle for eiiecting saidreversing, under predetermined conditions, and other auxiliary-fluid-pressure operated means for eii'ecting the connection of one ormore 0'5 said motors in a closed circuit to thereupon set up dynamicbraking.

5. in a system of control, the combination with a supply circuit, arailway vehicle adapted to be driven by a plurality of electric motorsseverally provided with field windings and armatures, fluid-pressureoperated means for reversing the electrical relations of the fieldwinding and armature of each motor, and plural means for effectingacceleration of said motors, of a plurality of auxiliary fluid-pressurecontrolling means operative from a plurality of points in the vehiclefor disconnecting said motors fire a; the supply circuit and foreiiecting" sa versing, and other auxiliary fiuid-pr--. operated meansfor actuating certain of plural means to form a local brakingcircuitvvith one or more of said motors.

6. in 'a'systern of control, the combina n with a supply circuit, arailway vel adapted to he driven by a plurality of electhe electricalrelations of the field winding and armature of each motor, of auxiliaryfluid-pressure controlling valves located at the respective ends of thevehicle for opening said switching device and for effecting theactuation of said fluid-pressure operated device, a movable piston, anoperating cylinder therefor communicating with said valves, and meansassociated with said pie-- ton for closin certain of said switches toform a local raking circuit with one or more of said motors j I I 7. Ina system of control, the combination with a sup 1y circuit, a railwayvehicle adapted to be riven by a plurality of electric motors severallyprovided with field windings and armatures, a plurality of main circuitresistors, a switch group comprising a plurality of motor-controllinfluid-pressure 0 rated switches, inclu ing' resistor .short-circuitingswitches, for efiectmg acceloration and normal operation of the motors,-each switch being provided with a valve member for overning theadmission and release of fiui -pressure, a plurality of actuating magnetcoils for the valve members of said switches, a master controller forgoverning the energization of said coils, a switching device forconnecting said supply circuit to said controller, and a fluid-pressureoperated device for reversing the electrical relations of the fieldwinding and armature. of each motor, of auxiliary fluidpressurecontrolling valves located at the respective ends of'the vehicle for oning said switching device to disconnect e motors from the suppl circuitand for efiecting the actuation 0 said fluid-pressure operated'device, amovable piston, an operating cylinder therefor communicating with saidvalves, a movable member disposed longitudinally of said switch up andoperatively connected to said piston, and a lurality of cam membersseverally sec to said movable member for actua the valve members ofcertain of said switc es to 'neousl with the actuation of-sai admitfluid-pressure substantially tion' with a motor having an armature and athe control circuits, revers' field winding, a set of switches and aplurality of motor-control circuits, of means for substantiallysimultaneously breaking the electrical relations of the field win andarmature, and operating p etermined switches of said set for efiectingcertain circuit connections to thereupon set up dynamic braking.

9. In a system of control, the combination with a motor having anarmature and a field winding, a set of switches and a plurality ofmotor-control circuits, of fluidpressure-operated means forsubstantially simultaneously breaking the motor-control circuits,reversing the e ectr'ical relations of the field winding and thearmature and operating predetermined switches of said set for-effectingcertain circuit connections to thereupon set up dynamic. braking.

10. In a system of control, the combination with a railway vehicleadapted to be driven by a lurality of electric motors severally providedwith field windings and armatures, and means for reversing theelectrical. relations of the field winding and armature of each motor,of auxiliary means operated from the respective ends of the f vehiclefor effecti said reversing under predetermined conditions, andother'auxiliary means for efiectin the connection of said motors in asinge closed circuit to thereu on set up dynamic braking.

11. n a system of control, the combination with a motor ha an armatureand a field winding and a urality of motorcontrol circuits, of flui-contro means for reversing the electrical relations of the fieldwinding and .the armature, fluid-controlled means for breaking themotor-control cireflecting .the connection of said motors in a closedcircuit to thereupon set up dynamic brakingi 12.. a system of control,the combination with a plurality of motors having armatures and fieldwindings, a set of switches and a plurality of motor-control circuits,of means for substantially simultaneously and independently b I thecontrol circui reversing the electric relations of the fiel windings andthe armatures and operating predetermined switches of said set foreffectmg certain circuit connections to thereupon set up dynamicbraln'ng.

In testimony whereof, I-have hereunto igllizcribed my name this 6th dayof July,

y KARL A. SIMMON; Witni D. H. Macs, I

. B. B. Hnwm. I

cuits, and auxiliary fluid-pressure means for

